Vehicle transmission shaft envelope simulation method and system

Abstract

The invention provides a vehicle transmission shaft envelope simulation method and system, and relates to the technical field of vehicle transmission system simulation, and the method comprises the steps: determining the coordinates of a power assembly mass center and a power assembly suspension elastic center, and building a power assembly model and a power assembly suspension model; coordinates of a transfer case mass center, a transfer case suspension elastic center and an auxiliary frame mass center are determined, and a rear axle transfer case model, a transfer case suspension model and an auxiliary frame model are established; establishing a transmission shaft model of a transmission shaft connected between the power assembly and the transfer case; wherein the transmission shaft model is a transmission shaft shape replacement model; under the set analysis working condition, loading simulation is conducted on the power assembly, meanwhile, wheel end torque is applied to the rear shaft transfer case, and the motion trail of the transmission shaft model is output in a simulated mode. According to the invention, transmission shaft envelope simulation can be accurately and rapidly realized.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicle transmission system simulation, and in particular to a vehicle transmission shaft envelope simulation method and system. Background Art

[0002] When a front-engine, rear-wheel drive or front-four-wheel drive vehicle is driving, the transmission shaft system, due to its own structural characteristics, has the risk of interfering with surrounding parts due to its own vibration under high-speed rotation. In severe cases, it may even cause structural damage and affect driving safety. Therefore, it is necessary to avoid interference between the transmission shaft and surrounding parts during the actual vehicle stage.

[0003] In the early stage of vehicle data design, the motion envelope of the drive shaft determines the design space of the surrounding parts. For front-engine rear-wheel drive or front-engine four-wheel drive models, the drive shaft needs to be designed in sections because the powertrain and the rear axle transfer case are far apart. The drive shaft has two sections, front and rear. The first section of the drive shaft is connected to the powertrain, and the second section of the drive shaft connects the first section of the drive shaft and the rear axle transfer case. The three connected kinematic pairs are all constant velocity pairs. The only position where the drive shaft is connected to the body is the middle support of the second section of the drive shaft. The middle support consists of a bearing, a rubber bushing and an intermediate support bracket. The matching of the rubber bushing design parameters will directly affect the vibration characteristics of the drive shaft. The motion trajectory of the first section of the drive shaft is mainly affected by the powertrain, and the motion trajectory of the second section of the drive shaft is mainly affected by the middle support and the rear axle transfer case. The powertrain is connected to the body through the powertrain suspension, the rear axle transfer case is connected to the subframe through the transfer case suspension, and the subframe is connected to the body through the subframe large bushing.

[0004] In the related technology, for the motion envelope analysis of the drive shaft, DMU data envelopment analysis calculations are usually performed in CATIA software. However, the modeling and simulation process in CATIA is complex and the simulation accuracy is limited, and the nonlinear characteristics of elastic elements cannot be reflected, making it difficult to meet the task requirements of accurately and quickly realizing the envelope simulation of the drive shaft. Summary of the invention

[0005] The embodiment of the present disclosure provides a vehicle transmission shaft envelope simulation method and system to accurately and quickly implement transmission shaft envelope simulation. The technical solution is as follows:

[0006] In a first aspect, a vehicle transmission shaft envelope simulation method is provided, comprising:

[0007] Determine the coordinates of the powertrain mass center and the powertrain suspension elastic center, and establish a powertrain model and a powertrain suspension model;

[0008] Determine the coordinates of the transfer case mass center, transfer case suspension elastic center and subframe mass center, and establish the rear axle transfer case model, transfer case suspension model and subframe model;

[0009] Establishing a transmission shaft model of a transmission shaft connected between a powertrain and a transfer case; wherein the transmission shaft model is a transmission shaft shape replacement model;

[0010] Under the set analysis conditions, the powertrain is loaded and simulated, and the wheel-end torque is applied to the rear axle transfer case to simulate the motion trajectory of the output drive shaft model.

[0011] In a second aspect, a vehicle transmission shaft envelope simulation system is provided, comprising:

[0012] A powertrain model building module is configured to determine the coordinates of the powertrain mass center and the powertrain suspension elastic center, and to establish a powertrain model and a powertrain suspension model;

[0013] The transfer case model building module is configured to determine the coordinates of the transfer case mass center, the transfer case suspension elastic center and the subframe mass center, and to establish a rear axle transfer case model, a transfer case suspension model and a subframe model;

[0014] A transmission shaft model building module is configured to build a transmission shaft model of a transmission shaft connected between a powertrain and a transfer case; wherein the transmission shaft model is a transmission shaft shape replacement model;

[0015] The simulation module is configured to perform loading simulation on the powertrain under set analysis conditions, and simultaneously apply wheel-end torque to the rear axle transfer case to simulate the motion trajectory of the output drive shaft model.

[0016] In a third aspect, an electronic device is provided, comprising a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to complete the steps of the above-mentioned vehicle drive shaft envelope simulation method.

[0017] In a fourth aspect, a computer-readable storage medium is provided for storing computer instructions, which, when executed by a processor, complete the steps of the above-mentioned vehicle transmission shaft envelope simulation method.

[0018] In a fifth aspect, a computer program product is provided, comprising a computer program / instruction, which, when executed by a processor, implements the steps of the above-mentioned vehicle transmission shaft envelope simulation method.

[0019] The technical solution provided by the embodiment of the present disclosure has the following beneficial effects: the solution provided by the embodiment of the present disclosure can be applied to Adams software to realize envelope simulation of the vehicle drive shaft; the modeling process is standardized, and the models of the powertrain and transfer case structures on both sides of the drive shaft are preferentially established according to the vehicle structure and layout characteristics, and then the drive shaft model is established, thereby improving the modeling efficiency; the drive shaft model uses the drive shaft shape to replace the model, which can more intuitively observe the change pattern of the drive shaft posture during the simulation process; the simulation results in Adams software have higher calculation accuracy than those of DMU in CAT IA, and can fit the nonlinear characteristics of the elastic element, thereby improving the accuracy of the envelope simulation of the drive shaft.

[0020] Advantages of additional aspects of the present disclosure will be given in part in the following description and in part will become apparent from the following description or will be learned through practice of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0022] Figure 1 is a flow chart of a vehicle transmission shaft envelope simulation method provided by an embodiment of the present disclosure;

[0023] Figure 2 It is a schematic diagram of establishing a powertrain model and a powertrain suspension model in a vehicle transmission shaft envelope simulation method provided by an embodiment of the present disclosure;

[0024] Figure 3 is a schematic diagram of the associated suspension displacement and force curve in a vehicle transmission shaft envelope simulation method provided by an embodiment of the present disclosure;

[0025] Figure 4 It is a schematic diagram of establishing a rear axle transfer case model, a transfer case suspension model and a subframe model in a vehicle transmission shaft envelope simulation method provided by an embodiment of the present disclosure;

[0026] Figure 5 is a schematic diagram of establishing a transmission shaft model in a vehicle transmission shaft envelope simulation method provided by an embodiment of the present disclosure;

[0027] Figure 6 is a schematic diagram of the total dynamic load of 28 working conditions in a vehicle transmission shaft envelope simulation method provided by an embodiment of the present disclosure;

[0028] Figure 7is a structural block diagram of a vehicle transmission shaft envelope simulation system provided by an embodiment of the present disclosure;

[0029] Figure 8 It is a schematic diagram of the structure of an electronic device provided by an embodiment of the present disclosure. DETAILED DESCRIPTION

[0030] In order to make the objectives, technical solutions and advantages of the present disclosure more clear, the embodiments of the present disclosure will be further described in detail below with reference to the accompanying drawings.

[0031] Figure 1 : is a flow chart of a vehicle transmission shaft envelope simulation method provided by an embodiment of the present disclosure, the method includes two parts: model construction and simulation analysis, specifically including:

[0032] Step 101, determining the coordinates of the powertrain mass center and the powertrain suspension elastic center, and establishing a powertrain model and a powertrain suspension model;

[0033] Step 102, determining the coordinates of the transfer case mass center, the transfer case suspension elastic center and the subframe mass center, and establishing a rear axle transfer case model, a transfer case suspension model and a subframe model;

[0034] Step 103, establishing a transmission shaft model of the transmission shaft connected between the powertrain and the transfer case; wherein the transmission shaft model is a transmission shaft shape replacement model;

[0035] Step 104: Under the set analysis condition, load simulation is performed on the powertrain, and wheel end torque is applied to the rear axle transfer case to simulate the motion trajectory of the output drive shaft model.

[0036] The method provided in this embodiment is implemented based on Adams software. Compared with the traditional method based on CATIA software, the simulation result accuracy of Adams is higher than that of directly performing DMU calculation in CATIA, and Adams can fit the nonlinear characteristics of elastic elements, while the CATIA model cannot reflect the nonlinear characteristics of elastic elements.

[0037] Steps 101 to 103 are the model building part, and step 104 is the simulation analysis part. In the model building process, considering that the vehicle powertrain and rear axle transfer case structures are easier to locate, the powertrain and transfer case models are first built, and then the transmission shaft model connected between the two is established to improve modeling accuracy and efficiency.

[0038] In step 101, a model of the powertrain structure is constructed, including a powertrain model and a powertrain suspension model. The powertrain is connected to the vehicle body through the powertrain suspension. Figure 2As shown, according to the vehicle layout structure, in the Adams software, input the coordinates of the powertrain center of mass and the powertrain suspension elastic center respectively. Build a powertrain model at the powertrain center of mass, input mass and inertia data, and establish the 6-direction force of the powertrain at the powertrain center of mass. Based on the powertrain suspension elastic center, establish corresponding suspension models at the powertrain left suspension, powertrain right suspension, powertrain left rear suspension, and powertrain right rear suspension positions in turn, and establish the 6-direction force of the suspension at the powertrain suspension elastic center. Then, as Figure 3 As shown, import the suspension force curve, modify the 6-axis force, and associate the suspension displacement and force curve. The suspension force curve refers to the static stiffness curve of the suspension, which includes the deformation of the suspension and the corresponding force, and comes from the design curve or the measured curve. The purpose of associating the suspension displacement and force curve is to simulate the static stiffness curve of the suspension in Adams. The stiffness curve of the powertrain comes from the suspension system analysis report. Complete the construction of the partial structural model of the powertrain.

[0039] In step 102, a model of the transfer case structure is constructed, including a rear axle transfer case model, a transfer case suspension model, and a subframe model. The transfer case is connected to the subframe via the transfer case suspension, and the subframe is connected to the vehicle body via a large subframe bushing. Figure 4 As shown in the figure, according to the vehicle layout structure, in the Adams software, the coordinates of the transfer case mass center, the subframe mass center and the transfer case suspension elastic center are input respectively to build the rear axle transfer case model, subframe model and transfer case suspension model, wherein the subframe model includes models at four key points: the left front bushing of the subframe, the right front bushing of the subframe, the left rear bushing of the subframe and the right rear bushing of the subframe, and the transfer case suspension model includes models at four key points: the left front suspension of the transfer case, the left rear suspension of the transfer case, the right front suspension of the transfer case and the right rear suspension of the transfer case. Mass and inertia are input in the transfer case suspension model and the subframe model, and the 6-direction forces of the transfer case suspension and the rear subframe bushing are established, and the displacement and force curves are associated.

[0040] In step 103, a transmission shaft model is constructed. Figure 5As shown in the figure, the transmission shaft model includes two transmission shafts and an intermediate shaft support structure connected to the second transmission shaft. The first end of the first transmission shaft is connected to the powertrain, the second end is connected to the first end of the second transmission shaft, and the second end of the second transmission shaft is connected to the transfer case. The kinematic pairs at the connection position between the first transmission shaft and the powertrain, the connection position between the first transmission shaft and the second transmission shaft, and the connection position between the second transmission shaft and the transfer case are all constant velocity pairs. The only position where the transmission shaft is connected to the vehicle body is the middle support of the second transmission shaft. The middle support is composed of a bearing, a rubber bushing and an intermediate support bracket. The rubber bushing is an elastic element, and the matching of its design parameters will directly affect the vibration characteristics of the transmission shaft. The motion trajectory of the first transmission shaft is mainly affected by the powertrain, and the motion trajectory of the second transmission shaft is mainly affected by the intermediate support and the transfer case. Input the coordinates of the center of mass of the two transmission shafts, the three constant velocity pairs and the center of the intermediate support respectively, create a two-segment transmission shaft model, input the mass and inertia, build the six-direction forces of the three constant velocity pairs and the intermediate support, and associate the displacement and force curves of the intermediate support. Import the shape replacement model of the two sections of the transmission shaft into the Adams model. The purpose of this process is to facilitate the observation of the changes in the posture of the transmission shaft during the loading condition and to determine whether there are obvious problems in the entire simulation process. The purpose of importing the shape replacement model of the transmission shaft is that it is difficult to establish a model that is completely consistent with the transmission shaft structure based on the modeling characteristics of the Adams software. Therefore, it is necessary to establish a model consistent with the transmission shaft structure from other external software (such as CATIA), and import it into Adams to assemble and connect with other models for simulation.

[0041] In step 4, 28 working condition loads are applied at the center of mass of the powertrain, wheel-end torque is applied to the transfer case, motion envelope simulation is performed on the drive shaft, and the trajectories of the drive shaft and three constant velocity pairs are output. The motion envelope of the drive shaft is obtained based on the trajectories of the constant velocity pairs, and then the layout or verification of the peripheral parts of the drive shaft can be performed according to the obtained motion envelope to avoid interference. In the design process of the suspension system, the 28 working conditions in the GMW14116 standard are usually used to calculate the loads of each suspension and the displacement of the center of mass of the powertrain. The load of the center of mass of the powertrain under 28 working conditions is calculated, and an ACF file is created based on the calculated load and imported into the Adams software. It should be noted that the ID number of the 6-component force of the powertrain should correspond to the load in the ACF file, such as Figure 6 shown.

[0042] The calculation and analysis are carried out, and the specific torque is output by simulating the powertrain to achieve 28 working conditions of loading the drive shaft at the center of mass of the powertrain. At the same time, the wheel-end torque is applied to the transfer case, and the wheel-end torque is the upper limit of the design value.

[0043] The motion trajectory coordinates of the three constant velocity pairs are output in the post-processing of the Adams software, and then the motion envelope of the transmission shaft is obtained.

[0044] Figure 7 is a structural block diagram of a vehicle transmission shaft envelope simulation system 200 provided in an embodiment of the present disclosure, such as Figure 7 As shown, the system includes: a total power model building module 201, a transfer case model building module 202, a transmission shaft model building module 203, and a simulation module 204.

[0045] The powertrain model building module 201 is configured to determine the coordinates of the powertrain mass center and the powertrain suspension elastic center, and to establish a powertrain model and a powertrain suspension model;

[0046] The transfer case model building module 202 is configured to determine the coordinates of the transfer case mass center, the transfer case suspension elastic center and the subframe mass center, and to establish a rear axle transfer case model, a transfer case suspension model and a subframe model;

[0047] The transmission shaft model building module 203 is configured to build a transmission shaft model of the transmission shaft connected between the powertrain and the transfer case; wherein the transmission shaft model is a transmission shaft shape replacement model;

[0048] The simulation module 204 is configured to perform a loading simulation on the powertrain under a set analysis condition, and simultaneously apply a wheel end torque to the rear axle transfer case to simulate the motion trajectory of the output drive shaft model.

[0049] It should be noted that: the vehicle transmission shaft envelope simulation system 200 provided in the above embodiment only uses the division of the above functional modules as an example when performing transmission shaft envelope simulation. In actual applications, the above functional distribution can be completed by different functional modules as needed, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle transmission shaft envelope simulation system 200 provided in the above embodiment and the vehicle transmission shaft envelope simulation method embodiment belong to the same concept, and the specific implementation process is detailed in the method embodiment, which will not be repeated here.

[0050] Figure 8 is a structural block diagram of an electronic device provided by an embodiment of the present disclosure. Figure 8 As shown, the electronic device 300 may be a vehicle-mounted computer, etc. The electronic device 300 includes: a processor 301 and a memory 302 .

[0051] The processor 301 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 301 may include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 301 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content that needs to be displayed on the display screen. In some embodiments, the processor 301 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0052] The memory 302 may include one or more computer-readable media, which may be non-transitory. The memory 302 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In some embodiments, the non-transitory computer-readable medium in the memory 302 is used to store at least one computer program, which is used to be executed by the processor 301 to implement a vehicle transmission shaft envelope simulation method provided in an embodiment of the present disclosure.

[0053] Those skilled in the art will understand that Figure 8 The structure shown in the figure does not constitute a limitation on the electronic device 300, and may include more or less components than those shown in the figure, or combine some components, or adopt a different component arrangement.

[0054] The embodiment of the present disclosure also provides a computer-readable storage medium for storing computer instructions. When the computer instructions are executed by a processor, the steps of a vehicle transmission shaft envelope simulation method provided in the embodiment of the present disclosure can be completed.

[0055] The embodiment of the present disclosure also provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the steps of a vehicle transmission shaft envelope simulation method provided in the embodiment of the present disclosure.

[0056] The above description is only a preferred embodiment of the present disclosure and is not intended to limit the present disclosure. For those skilled in the art, the present disclosure may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present disclosure shall be included in the protection scope of the present disclosure.

Claims

1. A vehicle transmission shaft envelope simulation method, characterized in that: include: Determine the coordinates of the powertrain mass center and the powertrain suspension elastic center, and establish a powertrain model and a powertrain suspension model; Determine the coordinates of the transfer case mass center, transfer case suspension elastic center and subframe mass center, and establish the rear axle transfer case model, transfer case suspension model and subframe model; Establishing a transmission shaft model of a transmission shaft connected between a powertrain and a transfer case; wherein the transmission shaft model is a transmission shaft shape replacement model; Under the set analysis conditions, the powertrain is loaded and simulated, and the wheel-end torque is applied to the rear axle transfer case to simulate the motion trajectory of the output drive shaft model.

2. A vehicle transmission shaft envelope simulation method as claimed in claim 1, characterized in that: The powertrain mounting model includes corresponding mounting models established at the positions of the powertrain left mounting, the powertrain right mounting, the powertrain left rear mounting, and the powertrain right rear mounting.

3. A vehicle transmission shaft envelope simulation method as claimed in claim 2, characterized in that: Establish the 6-axis force of the suspension at the elastic center of the powertrain suspension; import the suspension force curve, modify the 6-axis force, and associate the suspension displacement and force curve.

4. A vehicle transmission shaft envelope simulation method as claimed in claim 1, characterized in that: The subframe model includes models at four key points: a left front bushing of the subframe, a right front bushing of the subframe, a left rear bushing of the subframe, and a right rear bushing of the subframe; and / or, the transfer case suspension model includes models at four key points: a left front suspension of the transfer case, a left rear suspension of the transfer case, a right front suspension of the transfer case, and a right rear suspension of the transfer case.

5. The vehicle transmission shaft envelope simulation method according to claim 1, characterized in that: The transmission shaft model is established based on external software and is imported into the simulation software to be connected with other models.

6. A vehicle transmission shaft envelope simulation method as claimed in claim 1, characterized in that: A 28-condition load is applied at the center of mass of the powertrain, a wheel-end torque is applied to the transfer case, and the motion envelope simulation of the drive shaft is performed. The trajectories of the drive shaft and three constant velocity pairs are output, and the motion envelope of the drive shaft is obtained based on the trajectory of the constant velocity pairs.

7. A vehicle transmission shaft envelope simulation system, characterized in that: include: A powertrain model building module is configured to determine the coordinates of the powertrain mass center and the powertrain suspension elastic center, and to establish a powertrain model and a powertrain suspension model; The transfer case model building module is configured to determine the coordinates of the transfer case mass center, the transfer case suspension elastic center and the subframe mass center, and to establish a rear axle transfer case model, a transfer case suspension model and a subframe model; A transmission shaft model building module is configured to build a transmission shaft model of a transmission shaft connected between a powertrain and a transfer case; wherein the transmission shaft model is a transmission shaft shape replacement model; The simulation module is configured to perform loading simulation on the powertrain under set analysis conditions, and simultaneously apply wheel-end torque to the rear axle transfer case to simulate the motion trajectory of the output drive shaft model.

8. An electronic device, characterized in that: The invention comprises a memory, a processor and a computer program stored in the memory, wherein the processor executes the computer program to complete the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that: Used to store computer instructions, which, when executed by a processor, complete the steps of the method according to any one of claims 1 to 6.

10. A computer program product comprising a computer program / instructions, characterized in that When the computer program / instructions are executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

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